r 


^ 
^  ^ 

v^,^^ 


^.,., 


^ 

^^^ 

^A^ 

;^^ 
4S^ 

^/^ 
^ 


*' 


CIHM/ICMH 

Microfiche 

Series. 


Canadian  Instituta  for  Historical  IVIicroraproductions  /  Institut  Canadian  da  microraproductions  historiquas 


CIHM/ICMH 
Collection  de 
microfiches. 


Technical  and  Bibliographic  Notes/Notes  techniques  et  bibliographiques 


The  Institute  has  attempted  to  obtain  the  best 
original  copy  available  for  filming.  Features  of  this 
copy  which  may  be  bibliographically  unique, 
which  may  alter  any  of  the  images  in  the 
reproduction,  or  which  may  significantly  change 
the  usual  method  of  filming,  are  checked  below. 


D 


Coloured  covers/ 
Couverture  de  couieur 


Cover  title  missing/ 

Le  titre  de  couverture  manque 


□    Covers  damaged/ 
Couverture  endommag6e 

□   Covers  restored  and/or  laminated/ 
Couverture  restaurte  et/ou  peiiiculAe 

□    Coloured  maps/ 
Cartes  g^ographiques  en  couieur 

□   Coloured  ink  (i.e.  other  than  blue  or  black)/ 
Encre  de  couieur  (i.e.  autre  que  bleue  ou  noire) 

□   Coloured  plates  and/or  illustrations/ 
Planches  et/ou  illustrations  en  couieur 


D 


Bound  with  other  material/ 
Reli6  avec  d'autres  documents 

Tight  binding  may  cause  shadows  or  distortion 
along  interior  margin/ 

La  reliure  serr6e  peut  causer  de  I'ombre  ou  de  la 
distortion  le  long  de  la  marge  int^rieure 

Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certaines  pages  blanches  ajouttes 
lors  d'une  restauration  apparaissent  dans  le  texte, 
mais,  lorsque  cela  6tait  possible,  ces  pages  n'ont 
pas  6t6  filmtes. 

Additional  comments:/ 


Commentaires  suppl6mentaires 


commentaires  supplemer 


T3 


L'Institut  a  microfilm^  le  meilleur  exemplaire 
qu'il  lui  a  4t6  possible  de  se  procurer.  Les  details 
de  cet  exemplaire  qui  sont  peut-Atre  uniques  du 
point  de  vue  bibliographique,  qui  peuvent  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dans  la  m6thode  normale  de  filmage 
sont  indiqu6s  ci-dessous. 


I      I   Coloured  pages/ 


D 
D 
D 
D 


This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  filmd  au  taux  de  reduction  indiquA  ci-dessous. 

10X  14X  18X  22X 


Pages  de  couieur 

Pages  damaged/ 
Pages  endommag6es 

Pages  restored  and/or  iaminatad/ 
Pages  restaur^es  et/ou  pellicul6es 

Pages  discoloured,  stained  or  foxed/ 
Pages  d6color6es,  tachet^es  ou  piqu6es 

Pages  detached/ 
Pages  d6tach6es 


I      I    Showthrough/ 


Transparence 

Quality  of  print  varies/ 
Quality  in6gale  de  I'impression 

includes  supplementary  material/ 
Comprend  du  matdriei  suppi^mentaire 

Only  edition  available/ 
Seule  Mition  disponible 

Pages  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc.,  have  been  ref limed  to 
ensure  the  best  possible  image/ 
Les  pages  totalement  ou  partiellement 
obscurcies  par  un  feuillet  d'errata,  une  pelure, 
etc.,  ont  M  filmtes  A  nouveau  de  fapon  A 
obtenir  la  meilleure  image  possible. 


12X 


16X 


20X 


24X 


26X 


30X 


28X 


32X 


tails 
du 

>difier 
una 
naga 


rrata 
o 


>alura. 


3 


32X 


Tha  copy  filmad  hara  has  baan  raproducad  thanks 
to  tha  ganarosity  of: 

Library  of  Congrass 
Photoduplication  Sarvica 

Tha  imagas  appaaring  hara  ara  tha  bast  quality 
possibia  considaring  tha  condition  and  lagibliity 
of  tha  original  copy  and  in  kaaping  with  tha 
filming  contract  spacifications. 


Original  copias  in  printad  papar  covars  ara  filmad 
baginning  with  tha  front  covar  and  anding  on 
tha  last  paga  with  a  printad  or  illustratad  impras- 
sion,  or  tha  back  covar  whan  appropriata.  All 
othar  original  copias  ara  filmad  baginning  on  tha 
first  paga  with  a  printad  or  illustratad  impras- 
sion.  and  anding  on  tha  last  paga  with  a  printad 
or  illustratad  imprassion. 


Tha  last  racordad  frama  on  aach  microficha 
shall  contain  tha  symbol  -^>  (moaning  "CON- 
TINUED"), or  tha  symbol  y  (moaning  "END"), 
whichavar  applias. 

IMaps,  platas,  charts,  ate,  may  ba  filmad  at 
diffarant  taduction  ratios.  Thosa  too  larga  to  ba 
antiraly  includad  in  ona  axposura  ara  filmad 
baginning  in  tha  uppar  laft  hand  cornar,  laft  to 
right  and  top  to  bottom,  as  many  framas  as 
raquirad.  Tha  following  diagrams  illustrata  tha 
mathod: 


1  2  3 


L'axamplaira  film*  fut  raproduit  grAca  A  la 
gAnirositA  da: 

Library  of  Congrass 
Photoduplication  Service 

Las  imagas  suivantas  ont  AtA  raproduitas  avac  la 
plus  grand  soin,  compta  tanu  da  la  condition  at 
da  la  nattatA  da  l'axamplaira  film*,  at  an 
conformity  avac  las  conditions  du  contrat  da 
filmaga. 

Las  axamplairas  originaux  dont  la  couvartura  an 
paplar  ast  imprimAa  sont  filmte  an  commandant 
par  la  pramiar  plat  at  an  tarminant  soit  par  la 
darnlAra  paga  qui  comporta  una  amprainta 
d'Imprassion  ou  d'illustration,  soit  par  la  second 
plat,  salon  la  cas.  Tous  las  autras  axamplairas 
originaux  sont  filmAs  an  commandant  par  ia 
pramiAra  paga  qui  comporta  una  amprainta 
d'Imprassion  ou  d'illustration  at  an  tarminant  par 
la  darnlAra  paga  qui  comporta  una  telle 
amprainta. 

Un  das  symbolas  suivants  apparaftra  sur  la 
darnlAra  image  da  cheque  microfiche,  selon  le 
cas:  la  symbols  — ►  signifie  "A  SUIVRE  ",  le 
symbols  V  signifie  "FIN". 

Les  cartas,  planches,  tableaux,  etc.,  peuvent  Atre 
filmte  A  dee  taux  de  reduction  diff Arents. 
Lorsque  le  document  est  trop  grand  pour  Atre 
reproduit  en  un  seul  clichA,  11  est  fiimA  A  partir 
da  Tangle  supArieur  gauche,  de  gauche  A  droite, 
et  de  haut  an  bas,  an  prenant  la  nombre 
d'images  nAcessaira.  Les  diagrammas  suivants 
illustrant  la  mAthoda. 


1 

2 

3 

4 

5 

6 

DI 


ANI 


^t.i  mmj" 


REPORT 


or     THK 


DIRECTORS,  TREASURER, 


//. 


AND 


ENGINEER, 


or    THE 


ANDROSCOGGIN   RAIL   ROAD  COMPANY. 


PORTLAND: 

HARMON    ii    WILLIAMS,    PRINTERS. 

1851. 


II  l|llllH<l<«l«      " 


DIl 


To  I 

T 

last 

atL 

read 

inth 

Gra( 

estir 

cont 

orde 

wha 

beer 

She 

rier, 

in  a 

duri 

is  SI 

to  c 

000 


''^ 


REPORT 


or   THE 


DIRECTORS  OF  THE  ANDROSCOGGIN  RAIL 
ROAD  COMPANY, 

SUBMITTED  TO  THE  STOCK-HOLDERS  AT  THEIR 
ANNUAL  MEETING,  DEC.  2,  1860. 


To  the  Stockholders  of  the  Androscoggin  Rail  Road  : 

The  Directors  Respectfully  Report — At  the  time  of  your 
last  Annual  Meeting,  that  portion  of  your  road  between  the  junction 
at  Leeds  and  Livermore  Falls,  a  distance  of  twenty  miles,  had  al- 
ready been  located  and  put  under  contract  upon  such  terms  as  were 
in  the  main  deemed  satisfactory.  Since  that  period  the  work  of 
Grading  has  progressed  without  interruption.  The  whole  work,  as 
estimated,  to  be  performed  on  this  portion  of  the  road,  at  the  prices 
contracted  to  be  paid,  amounted  to  849,750  00.  Of  this  amount, 
orders  have  been  drawn  for  work  already  completed,  exclusive  of 
what  was  done  in  the  month  of  November,  which  has  not  as  yet 
been  estimated,  for  $27,033  27.  Of  this  amount  Messrs.  Myers  & 
Sherrill  have  been  allowed  $18,969  20.  Messrs.  Cushman  &  Cur- 
rier, $7,394  75,  and  Messrs.  Boothby  &  Ridley,  $679,32,  making 
in  all  as  before  stated,  $27,033  27.  The  amount  of  labor  performed 
during  the  past  month,  and  not  yet  estimated,  will  not  fall  short,  it 
is  supposed,  of  $2,000  00 ;  leaving  an  amount  yet  to  be  performed 
to  complete  the  grading  of  this  portion  of  the  Road  of  about  $20,- 
000  00  upon  the  basis  of  the  original  estimates.    0^ving  however 


4  DIUGCrORS*    REPORT. 

to  lome  changes  in  the  location  of  the  lint^pon  Sections  11, 17  and 
18,  a  saving  has  been  effected  of  some  28,745  yards  of  earth  exca- 
vation, which  at  the  prices  paid,  amounts  to  83,811  76;  thus  redu- 
cing the  actual  amount  of  labor  yet  to  be  performed  to  within  a 
fraction  of  $17,000.  This  amount  includes  the  expense  for  con- 
structing the  bridge  over  Dead  River,  which  has  not  as  yet  been 
commenced,  but  which  will  be  completed  in  season  to  prevent  any 
delay  in  the  laying  of  the  track.  The  grading  of  the  first  ten  sec- 
tions is  entirely  finished,  and  mainly  that  upon  sections  12,  15  and 
16.  The  grading  and  masonry  upon  all  the  remaining  sections  can 
be  completed  in  a  very  short  period.  It  has  not  been  deemed  ad- 
visable, however,  to  urge  the  contractors  beyond  their  convenience, 
inasmuch  as  the  laying  of  the  track  cannot  be  commenced  before 
the  opening  of  the  spring. 

At  a  meeting  of  Ae  Stockholders,  holden  at  Haines'  Comer,  on 
the  16th  of  May  last,  the  Directors  were  authorized  and  instructed 
to  issue  bonds  not  exceeding  one  hundred  thousand  dollars,  for 
the  purpose  of  securing  the  iron  and  superstructure  of  the  road. 
Negotiations  were  immediately  commenced  with  iron  dealers  in 
various  places,  and  resulted  in  closing  a  contract  with  Messrs. 
Wainwright  &  Tappan,  of  Boston,  agents  of  Bailey,  Brothers  & 
Co.,  of  Liverpool,  for  1660  tons  of  iron,  to  be  delivered  in  Portland, 
free  from  all  expenses  save  the  duty,  for  $32,50  per  ton.  This  iron 
is  to  weigh  49  to  60  lbs.  to  the  linear  yard,  and  to  be  of  the  H  pattern, 
the  most  approved  now  in  use.  This  contract  was  closed  on  the 
8th  of  October,  and  the  iron  will  be  shipped  in  the  months  of  March, 
April  and  May.  Should  no  accident  occur,  the  first  cargo  may  be 
looked  for  during  th?  '"onth  of  May,  and  the  laying  of  the  track  may 
undoubtedly  be  commenced  as  early  as  the  first  of  June. 

By  the  terms  of  the  contract  vrith  Messrs.  Wainwright  &  Tappan, 
$26,812  60,  will  become  due  and  payable  on  the  arrival  of  the  iron, 
and  about  $13,000  for  the  duty,  making  in  all  about  $40,000,  which 
must  be  provided  for  during  the  next  six  months,  either  by  the  sale 


DIRECTORS'  REPORT. 


6 


s  11, 17  and 
earth  exca- 
1  thus  redu- 
to  within  a 
(ise  for  con- 
as  yet  been 
prevent  any 
first  ten  sec- 
I  12,  15  and 
sections  can 
deemed  ad- 
;onvenience, 
meed  before 

i'  Comer,  on 
id  instructed 
dollars,  for 
of  the  road. 
1  dealers  in 
irith  Messrs. 
Brothers  & 
in  Portland, 
.  This  iron 
le  H  pattern, 
dosed  on  the 
hs  of  March, 
argo  may  be 
he  track  may 
e. 

[it&Tappan, 
il  of  the  iron, 
0,000,  which 
■r  by  the  sale 


of  Bonds  or  from  subscriptions  to  the  stock.  The  latter  method  is 
undoubtedly  preferable,  as  it  relieves  the  company  from  all  further 
responsibility,  and  the  Directors  are  extremely  anxious  that  the 
whole  amount  may  be  realized  from  this  source.  The  remaining 
926,812  60,  likewise  becomes  due  in  September,  1852,  and  must  be 
met  at  that  time.  The  Directors  presume  that  the  amount  neces- 
sary to  meet  these  respective  sums,  may  be  raised  by  the  sale  of  the 
Bonds  with  Coupons  annexed,  secured  as  they  will  be  by  a  mort- 
gage upon  the  road-bed  and  superstructure. 

They  trust  however,  that  the  Stockholders  will  not  permit  such  a 
result ;  but  by  prompt  and  effective  subscriptions,  secure  to  them- 
selves all  the  advantages  to  be  derived  from  a  sole  and  exclusive 
ownership.  Statistical  facts,  carefully  collected,  and  which  will  be 
laid  before  you  at  no  distant  day,  prove  conclusively  that  as  an  in- 
vestment, the  stock  of  no  road  offers  greater  inducements.  As  yet 
the  financial  affairs  of  the  Company  are-  perfectly  untramelled. 
Not  a  dollar  has  been  paid  by  way  of  bonus  or  extra  interest.  The 
grading  of  the  road  will  be  completed  at  a  price,  below  all  prece- 
dent,— and  running  as  it  does  into  a  rich  agricultural  country,  com- 
manding the  entire  business  and  travel  of  some  40,000  people,  free 
from  all  competition  and  ever  destined  to  be  so,  it  must  command 
the  early  attention  of  all  having  funds  at  their  disposal  and  at  all 
aware  of  the  true  position  of  its  affairs.  It  is  hoped  that  the  Stock- 
holders  will  not  suffer  themselves  to  be  deprived  of  real  advantages 
for  the  want  of  a  little  timely  exertion. 

In  the  present  state  of  the  subscriptions  to  the  Stock  of  the  Com- 
pany, the  Directors  have  not  felt  themselves  at  liberty  to  put  any 
further  portion  of  the  road  under  contract,  although  they  deem  it 
desirable  to  do  so  whenever  the  amount  of  subscriptions  will  war- 
rant it.  In  anticipation  of  a  speedy  consummation  of  their  wishes 
in  this  respect,  they  have  ordered  a  survey  of  that  portion  of  the 
road  between  Livermore  Falls  and  Farmington  Centre,  and  the  fol- 
lowing abstract  of  the  result  of  that  survey,  submitted  by  the  res- 


,M 


liji* 


n 


i; 


I  DIRiX;TOR8'  REPORT. 

ident  engincor,  will  show  the  distance  and  practicability  of  the  route. 
"The  distance  from  Livermore  Falls  to  Jay  Bridge  is  2  1-4 
miles;  from  Jay  Bridge  to  Bartlett's  Comer  3  1-2  miles;  from 
Bartletfs  Comer  to  East  Wilton  6  miles,  and  from  thence  to  Farm- 
ington  Centre  4  3-4  miles,  making  the  whole  distance  from  Liver- 
more  Falls  to  Farmington  Centre,  16  1-2  miles.  It  is  probable  that  a 
locating  survey  would  decrease  the  distance  to  15  miles  or  less. 
Of  this  distance,  three  fourths  consists  of  straight  lines.  The  re- 
mainder consists  of  curves,  generally  of  5,000  or  10,000  feet  radius, 
but  in  no  case  >vill  a  shorter  radius  than  2,000  feet  be  requisite. 

On  the  present  line  it  is  found  necessary  to  adopt  an  inclination 
of  50  feet  per  mile,  for  the  distance  of  two  miles,  in  ascending  the 
elevated  lands  dividing  the  waters  of  the  Androscoggin  and  Sandy 
Rivers— but  from  a  careful  reconnoissance  made  since  the  present 
line  was  run,  it  is  not  doubted  that  a  locating  survey  may  reduce 
the  inclination  to  39.6  per  mile. 

The  remaining  grades  are  4  miles  level,  2  miles  from  10  to  20 
feet  per  mile,  4  miles  from  20  to  30  feet  per  mile,  and  the  remain- 
der from  31  to  39.6  per  mile." 

No  estimate  has  as  yet  been  completed,  but  enough  is  known  to 
satisfy  the  engineer  that  it  can  be  constracted  at  a  very  moderate 
expense.  We  have  reason  to  believe  that  the  length  of  the  line, 
when  located,  will  not  exceed  fifteen  miles  between  the  two  points, 
and  that  the  cost  for  grading  wUl  faU  considerably  below  the  average 

of  New  England  roads. 

The  accompanying  Report  of  the  Treasurer  exhibits  the  resources 
of  the  Company,  and  the  amount  actually  received  and  paid  out  by 
him.    An  examination  of  this  report  shows  that  the  entire  resour- 


ces of  the  Company  up  to  this  period,  have  been 
To  wit :  from  Stock  subscriptions,       $51,700  00. 
From  Loan  from  citizens  of  Portland, 

at  6  per  ct.  payable  in  two  years,   10,000  00. 
From  temporary  loans,  4,387  80. 

$66,087  80. 


$66,087  80. 


on 

Lea 


Th€ 

tract,  I 
possibi 

For 

It 

II 

II 
II 


11 
II 
II 
II 

Ma 
By 

ahead 
amoui 
mittet 
pears 
and  V 
Stock 


De 


DIRECTORS'  REPORT. 


of  the  route. 
Ige  is  2  1-4 
miles;  from 
ice  to  Farm- 
from  Liver- 
obable  that  a 
liles  or  less, 
les.    The  re- 

0  feet  radius, 
requisite. 

m  inclination 
iscending  the 
ti  and  Sandy 
8  the  present 
may  reduce 

from  10  to  20 

1  the  remain- 

L  is  known  to 
ery  moderate 
li  of  the  line, 
he  two  points, 
w  the  average 

I  the  resources 

id  paid  out  by 

entire  resour- 

$66,087  80. 


Of  this  amount  there  have  been  received  into  the  Imndsi  of  tlie 

Treasurer,  129,661  06 

Leaving  an  unexpended  balance  to 
meet  the  present  liabilities  of 
tlie  Company,  and  for  further 
expenditures,  of  36.636  74. 

Amounting  in  all  as  before  stated,  to  $66,087  80 

The  cost  of  constructing  that  portion  of  your  road  now  under  con- 
tract, as  nearly  as  can  be  calculated,  basing  the  estimates  as  far  as 
possible  upon  the  actual  contracts,  will  be  as  follows : 

For  Grading  and  Masonry,    ...  $60,000  00 

Land  cbimages,         ....  4,640  00 

Fencing,             ....  12,00000 

Engineering  and  Incidental  Expenses,  •        10,000  00 

«•    Rails,  including  duty,     .            .            •  66,000  00 

"    Chairs,  Spikes,  &c.,              -            -  -          8,000  00 

"    Transportation  of  materials,    crossings,  cattle 
guards  and  signs,  side  tracks,  &c.,  tec., 
Sleepers, 


II 
II 


"    Laying  Track, 

"    Gravelling, 

"    Depots,  Water  Fountains,  &c., 


8,441^00 

10,000  00 

5,000  00 

7,600  00 

10,000  00 

$191,482  00 


Making  in  the  aggregate. 

By  the  report  of  the  Treasurer  it  appears  that  the  land  damages 
ahready  settled,  amount  to  only  $1,838  36,  but  this  only  shows  the 
amount  of  orders  actually  paid,  but  from  a  statement  of  the  Com. 
mittee  on  land  damages,  recently  submitted  to  the  Directors,  it  ap* 
pean  that  obligations  have  been  taken,  amounting  to  $3,695  00, 
and  which  are  to  be  cancelled  mainly  by  an  issue  of  Certificates  of 
Stock,  leaving  a  balance  unsettled,  estimated  at  less  than  $1,000. 
In  behalf  of  the  Directors, 

ALONZO  GARCELON,  President. 

December  2, 1860. 


Toth 

I 

■ubmi 

durinf 

amoui 

liabili 

the  d 

theT 

whicl 

Jh 

from 

Fr 
Fr 
Fi 


Ai 
Tl 

Oi 

In 
Oi 

for  1 
have 


B 
E 
C 


TREASUREH'S    REPORT 


To  tht  atoekholdtri  of  tht  Andrmoggin  Rail  Road  : 

In  compliance  with  the  bye-laws  of  the  Corporation,  I  herewith 
submit  a  statement  of  the  transactions  of  the  Treasury  department, 
during  the  year  ending  November  30,  1860,  which  will  exhibit  the 
amount  received  for  assessments  on  stock  and  other  sources,  the 
liabilities  and  resources  of  the  Company,  and  the  expenditures  of 
the  different  departments,  so  far  os  orders  have  been  presented  to 
the  Treasury,  and  including  the  reserved  quarter  to  contractors,  for 
which  orders  have  not  been  drawn. 

During  the  last  year,  the  receipts  into  the  Treasury  have  been 
from  the  following  sources,  to  wit: 

From  assessments  on  the  Stock  of  the  Company,     • 

From  individuals  on  temporary  loans. 

From  a  loan  from  citizens  of  Portland,      -        •       j 

§29,884  07 
Amount  of  payments  during  same  period,    -        -        29,65106 
The  liabilities  of  the  Company  are  as  follows,  to  wit : 
On  notes  to  individuals  on  short  time,   -        -        •        ^'^J?  22 
Interest  on  do.  to  Dec.  1, 1850,  -       ;         •        '         44  25 

On  orders  presented  to  the  Treasurer,  and  amount  due 
for  reserved  quarter  on  contracts,  for  which  no^  orders  g,^  ^^ 

have  been  drawn, ' 

810,940  36 
The  assets  of  the  Company  are  as  follows,  to  wit  :— 
Balance  due  for  assessments  on  stock  of  the  Company,  31,8^  73 
Balance  due  for  subscription  in  Portland, 
Cash  on  hand, 


19,871  27 
4,387  80 
6,626  00 


4,375  00 
333  01 


$36,536  74 


d 


10  TREASURER'S    REPORT. 

A  Schedule  shewing  the   amount  expended   for  the  different 

departments  so  far  as  the  amount  is  known,  which  will  include 

■early  all  that  has  been  expended. 

l^liminary  expenses  and  before  organization,     -        $1,051  00 

Expenses  in  1849,  and  after  organization,  viz : — 

For  Engineering  and  Engineering  expenses,  1,550  00 
Paid  Directors,  Clerk,  &c.,  ..  -  670  00 
Incidental,  including  Stationery,  6k.  143  00 

""  2,363  00 

Expenses  in  1850, 

For  Engineering  and  Engineering  expenses,  1,081  38 
Fdd  Directors,  Treasurer,  &c.,  -  -  1,216  00 
Incidental  expenses,  including  collection, 

Stationery,  &c.,      -        -        -        -        745  00 

3,042  38 
Earth  excavation,      ....        21,34670 

Rock        " 505  00 

Culvert  masonry,        ....        6,181 57 

27,033  27 

Land  damage, 1,838  35 

Fencing, 309  00 

Sleepers, 47  76 

935,684  76 

JOHN  GILMORE,  Tbsasubeb. 


To 

Ge 

] 

isti 

son 
I 

nel 
fro 
Ra 

aU 
lin 

lej 

Hj 
Pe 

th( 
pi, 


St! 


an 


the  difierent 
will  include 


81,051  00 


00 
00 
00 


38 
00 

00 


70 
00 
67 


2,363  00 


3,042  38 


27,033 

1,838 

309 

47 


27 
35 
00 
76 


936,684 
Tbsasubeb 


76 


ENGINEER'S   REPOBT 


ENGINEER'S  OFFICE,  i 
Portland,  February  17th,  1861.     j 

To  tlie  President  and  Directors  of  the 

Androscoggin  Rail  Road  Company. 

Gentlemen  : 

I  have  the  honor  to  submit  a  Beport,  descriptive  of  the  character- 
istics  of  your  road,  its  cost  and  present  Condition,  together  with 
some  general  observations  relative  to  its  business  prospects. 

The  line  of  your  road  diverges  from  the  Androscoggin  and  Ken- 
nebec Rail  Road  in  the  town  of  Leeds,  a  distance  of  17  1-2  miles 
from  the  junction  of  the  latter  with  the  Atlantic  and  St.  Lawrence 
Rail  Road,  and  44  1-2  miles  from  the  City  of  Portland. 

It  pursues  a  northerly  course  ihr<>agh  the  town  of  Leeds,  gradu- 
ally approaching  the  Androscog^  valley,  till  it  reaches  the  South 
line  of  East  Livermore,  thence  it  follows  the  East  side  of  this  val- 
ley to  Livermore  Falls. 

This  point  is  a  distance  of  20  miles  from  Leeds  station  on  the 
Androscoggin  and  Kennebec  Rail  Road,  and  64  1-2  miles  from 
Portland.  The  line  of  your  road  is  definitely  located  to  this  point, 
the  whole  is  under  contmct  and  a  lai^  amount  of  work  is  com- 
pleted. 

The  country  is  of  the  most  favorable  character  for  the  cheap  con- 
struction of  a  rail  road,  permitting  the  adoption  of  moderate  grades 
and  curvatures,  and  abounding  with  suitable  building  materials. 


'IB*" 


It 


ENGINEEE*S  REPORT. 


The  elevation  of  the  southern  tcrminua  of  your  road  w  264  feet 
above  tide  water,  and  that  of  the  present  northern  terminus  is  346 
feet.    The  lowest  intermediate  point  is  276  feet  above  tide  water. 

The  following  is  a  statement  of  the  grades:  — 


Level  Road,     -  -  •  * 

Grades  from  6  to  10  feet  per  mile, 

•♦  "    10  to  20    "    "      " 

••  ••    20  to  30    "    "      " 

"  "    30  to  40   " 

u         of  63   "    "      " 

The  allinement  of  the  road  is  as  follows : 

Length  of  line,  curved  to  a  radius  of  1200  feet, 
•t  ««  M  "  "  "  "2000  feet, 
•t  M  M  ••  ••  »  "  3000  feet, 
«(        M    ft        "         ••        "      "  4000  feet. 


4  1-4  miles. 

1  1-4    do 

2  do 
41-2  do 
7  1-4    do 

3-4    do 

0.2  miles. 
0.6  do 
0.4  do 
1.1  do 
"  of  5000  ft.and  upwanis,  2.2  do 
Length  of  straight  line  16.6  miles,  or  78  per  cent  of  the  whole 
distance. 

The  soU  is  generally  of  a  sandy  and  gravelly  character,  which 
will  reduce  the  expenditure  necessary  for  ballasting  the  track. 
There  is  but  one  bridge  on  the  whole  line,  and  that  is  a  cheap  pile 
bridge  of  180  feet  in  length.  Wherever  the  road  is  in  the  vicinity 
of  the  Androscoggin  River,  it  is  not  in  the  least  exposed  to  damage 
ftom  floods.  The  small  amount  of  perishable  material  required  in 
the  rood,  and  its  iafe  position  will  render  the  cost  of  maintenance 
much  below  that  of  onUnary  roads.  The  larger  portion  of  the  road 
will  be  on  embankments  and  the  cuttings  being  light,  no  diflSculties 
can  be  apprehended  from  slides,  imperfect  drainage  or  snow. 

The  road  bed  has  a  width  of  25  feet  in  cuttings,  and  16  feet  on 
embankments. 

COST  OF  THE  ROAD. 

Your  Engineer  has  furnished  me  vrith  data  for  an  estimate  of  the 
cost  of  the  road,  which  is  based  principaUy  upon  contract  pticeo.  The 


ENGINEER'S    REPORT. 


13 


is  S64  feet 

linus  is  345 

tide  vrater. 

1 1-4  miles. 


1  1-4 
2 

41-2 

7  1-4 

34 


do 
do 
do 
do 
do 


0.2  miles. 
0.5  do 
0.4  do 
1.1  do 
1,2.2  do 
f  the  whole 

icter,  which 
r  the  track, 
a  cheap  pile 
the  vicinity 
d  to  damage 
1  leqoired  in 
maintenance 
a  of  the  road 
lo  difficulties 
snow, 
kd  16  feet  on 


itimateofihe 
t  prices.  Tlie 


grading  is  so  far  advanced  towards  completion,  as  to  admit  of  no 
doubt  as  to  its  final  cost.  The  work  is  generally  light,  and  the  material 

to  be  removed,  is  mostly  sand  and  gravel.  The  total  amount  of  earth 
excavation  on  the  20  miles  under  contract,  is  276,287  cubic  yards, 
averaging  but  13,814  yards  per  mile,  and  the  rock  excavation  on  the 
whole  line,  does  not  exceed  1000  cubic  yards.  Of  this  work,  there 
have  been  184,000  yards  of  earth,  and  650  yards  of  rock  removed. 
There  is  an  aggregate  of  4.059  cubic  yards  of  n^sonry,  of  which, 
2795  yards  are  completed. 

There  are  now  16  mUes  nearly  graded,  and  this  can  soon  be  pre, 

pared  to  receive  the  tmck. 
A  la^  number  of  sleepers  are  contmcted  for. 
All  the  iron  required  for  the  20  miles  of  road,  is  contracted  for  at 

the  low  rate  of  $32,50,  per  ton,  delivered  in  Portland. 

The  following  is  the  estimated  cost  of  the  line  under  contract. 
For  Grading,  Bridging.  &C..&C.,  -  "        «57.322 

For  Track,  including  side  track,  and  ballasting,  106,700 

For  Land,  Fence,  BuUdings  and  General  Expenses,  21,m 


$191,482 
42,929 


Total  cost,        -  -  ■  '  ' 

Average  cost,  $9,575  per  mile. 
There  has  been  expended  up  to  the  first  of  January, 

Which  being  deducted,  leaves  $148,563 

as  the  amount  of  expenditure  yet  to  be  made  to  complete  the  20 
miles  of  road  now  under  contract. 

The  above  estimate  includes  every  item  of  expense  necessary  to 
complete  the  road,  and  put  it  in  operation,  except  machinery.    This 

is  not  included,  from  the  fact  that  it  is  beUeved  an  arrangement 
may  be  made  with  the  Androscoggin  and  Kennebec  RaU  Road 
Company,  for  operating  your  road,  which  wiU  prove  mutually  ben- 
eficial. Should  it  however,  be  necessary  to  operate  your  own  road, 
the  total  cost,  with  machinery  to  commence  business  with,  wUl  not 
probably  exceed  $215,000,  or  10,750  per  mile. 


14 


ENGINEER'S   REPORT. 


This  estimate  embraces  a  liberal  allowance  for  buildings,  contin- 
gencies, See.,  and  the  final  cost  of  the  road  is  more  likely  to  fall 
below,  than  to  exceed  this  sum. 

From  Livermore,  the  present  terminus  of  your  road,  a  line  of 
survey  has  been  extended  through  Wilton,  to  Farmington  Village, 
which  is  the  shire  town  of  Franklin  County.  The  distance  to  this 
point  is  about  16  1-2  miles,  giving  36  1-2  miles  as  the  total  length 
of  road  to  be  built  to  reach  this  place,  and  making  the  total  distance 
from  Portland  to  Farmington  by  railway,  81  miles. 

This  line  in  crossing  from  the  valley  of  the  Androscoggin  to  that 
of  Sandy  River,  passes  through  a  section  of  country  of  a  more  ir- 
regular surface,  requiring  heavier  grades  and  heavier  work,  than  are 
necessary  for  the  portion  of  the  road  now  located.  The  soil  is  less 
favorable  and  there  are  more  indications  of  rock. 

A  more  thorough  examination  of  the  country,  it  is  believed,  will 
enable  you  to  reach  the  valley  of  Sandy  River  with  grades,  curva- 
tures and  cost,  not  materially  greater  than  for  that  portion  of  the 
road  now  in  progress. 

BUSINESS  PROSPECTS  OF  THE  ROAD. 

Having  presented  the  general  features  of  the  road,  and  its  esti- 
mated cost,  the  questions  as  to  the  amount  of  business  that  may  be 
anticipated,  and  the  revenue  to  be  derived  therefrom,  remain  yet  to 
be  considered. 

There  is  a  highly  cultivated  and  fertile  section  of  this  State, 
which  no  projected  railvray  communication  has  yet  reached.  This 
section  embraces  the  county  of  Franklin,  the  south-west  portion  of 
Somerset,  and  a  few  of  the  northern  towns  of  the  county  of 
Oxford. 

This  district  of  country  is  watered  by  several  of  the  largest  rivers 
of  Maine,  whose  valleys  open  up  and  combine  in  one  body  an  ex- 
tent of  fertile  countiy,  probably  equal  to  nearly  all  the  other  streams 
within  the  State. 


ENGINEER'S  REPORT. 


16 


dings,  contin- 
likely  to  fall 

od,  a  line  of 
igton  Village, 
[stance  to  this 
e  total  length 
total  distance 

soggin  to  that 

of  a  more  ir- 

vork,  thanaie 

he  soil  is  less 

believed,  will 
aprades,  curva- 
portion  of  the 

OAD. 

,  and  its  esti- 
s  that  may  be 
remain  yet  to 

of  this  State, 
ached.  This 
est  portion  of 
the  county  of 

I  largest  rivers 
body  an  ex- 
other  streams 


The  Androscoggin  river  which  has  a  volume  of  water  nearly 
equal  to  any  river  in  New  England,  and  the  Kennebec,  the  next  iii 
size,  have  their  sources  in  the  northern  portion  of  the  counties  of 
Franklin  and  Oxford,  and  both  flowing  southerly,  foUowing  a  circu- 
itous  course,  the  former  bearing  westerly  and  the  latter  easterly,  till 
the  greatest  distance  between  them  is  lb  miles;  thence  they  con- 
verge and  finaUy  unite  at  the  point  where  their  waters  empty  into 

the  ocean. 

These  rivers  from  their  extreme  sources  to  their  junction,  traverse 
a  distance  of  about  200  miles  each,  and  receive  the  drainage  of  a 
district  of  country  equal  to  about  10,000  square  miles.  By  reference 
to  the  map  of  Maine,  it  will  be  observed  that  the  waters  of  these 
rivers,  enclose  a  territory  of  an  extent  nearly  equal  to  the  whole 
State  of  Massachusetts. 

This  may  be  regarded  as  the  most  fertile  portion  of  the  State, 
possessing  great  resources  and  a  large  and  enterprising  population. 

Numerous  and  valuable  tributary  streams  traverse  the  country  em- 
braced by  these  rivers,  which  annuaUy  add  to  the  fertUity  and  native 
richness  of  the  intervales,  and  furnish  abnost  an  endless  amount  of 
water  power.  Among  the  larger  and  more  important  of  these 
streams  are  Dead  river,  Sandy  river,  and  Twelve  Mile  stream,  as 
it  is  called.  These  streams  have  their  sources  in  the  elevated  sec- 
tion of  country  in  the  interior,  and  running  southerly  and  easterly 
through  Franklin  and  Somerset  counties,  empty  into  the  Kennebec 

river. 

The  section  of  country  drained  by  the  latter  two  streams,  is  in  a 
high  state  of  cultivation  and  not  surpassed  in  fertility  by  any  por- 
tion of  New  England.  In  fact,  the  district  known  as  the  Sandy 
river  country,  is  proverbial  for  the  richness  of  its  soU,  its  wealth  and 
resources.  The  country  traversed  by  Dead  river,  does  not,  perhaps, 
fall  below  the  others  in  fertility,  but  is  less  advanced  in  cultivation. 

The  system  of  railways  projected,  and  so  far  as  at  present  carried 
out  in  this  State,  is  calculated  only  partially  to  accommodate  and 


16 


EN«INEER*8    REPORT. 


develop  the  trade  of  that  portion  of  the  State  included  between  the 
Androscoggin  and  Kennebec  rivers. 

The  southern  portion  of  it,  which  is  of  a  wedge  shape,  is  travers- 
ed by  the  Kennebec  and  Portland  road. 

Further  in  the  interior,  the  Androscoggin  and  Kennebec  road, 
leaving  the  Montreal  road  near  the  former  stream,  crosses  this  dis- 
trict of  country  in  an  easterly  and  westerly  direction. 

The  Portland  and  Montreal  road  has  a  north-westerly  direction, 
and  skirts  along  the  western  border  of  the  section  of  country  referred 
to.  From  this  hasty  sketch  of  this  portion  of  the  State,  it  will  ap- 
pear that  the  roads  thus  far  built,  run  eastwardly  and  nearly  parallel 
with  the  coast,  and  westerly  in  the  direction  of  the  upper  St.  Law- 
rence, while  the  great  extent  of  country  above  described,  remains  as 
yet  without  the  facilities  of  communication  and  market. 

Railways  running  easterly  and  westerly,  can  never  fully  meet  the 
requirements,  and  develop  the  resources  of  this  section  of  the  State. 
The  trade  of  this  district,  like  its  rivers  and  its  roads,  tends  southerly 
to  the  ocean. 

Its  geographical  position  with  reference  to  the  chief  commercial 
city  of  the  State,, its  topography  and  business  relations  require  that 
a  road  having  for  its  object  the  accommodation  of  the  trade  of  this 
important  section  of  the  State,  should  occupy  a  northerly  and  south- 
erly position  coincident  with  the  general  course  proposed  for  your 
road. 

With  a  view  to  exhibit  more  clearly  the  situation  and  extent  of 
the  country  which  is  to  contribute  to  the  business  of  your  road,  and 
the  relative  position  of  the  main  lines  of  road  in  connection  with 
yours,  I  have  prepared  a  map  of  this  part  of  the  State,  upon  which 
these  lines  are  delineated  and  to  which  I  beg  leave  to  refer. 

Portland  being  the  chief  commercial  city  of  the  State,  is,  of 
course,  the  best  market,  and  from  her  natural  advantages  alone,  the 
could  always  maintain  this  ascendancy.  But  for  her  present  pros- 
perity she  is  chiefly  indebted  to  her  great  lines  of  railways,  which 


1 


between  the 

le,  is  tnven- 

nnebec  road, 
Bsesthis  dis- 

irly  direction, 
intry  referred 
B,it  will  ap- 
early  parallel 
per  St.  Law- 

d,  remains  as 
t. 

iully  meet  the 
I  of  the  State, 
inds  southerly 

sf  commercial 
\s  require  that 
!  trade  of  this 
rly  and  south- 
losed  for  your 

and  extent  of 
^our  road,  and 
nnection  with 

e,  upon  which 
I  refer. 

State,  is,  of 
ges  alone,  the 
r  present  pros- 
.ilwayt,  which 


ENGINEER'S  REPORT. 


n 


we  may  be  allowed  to  say,  are  but  just  begun,  and  yet  have  added 
largely  to  her  business,  wealth  and  population.  With  these  great 
lines  completed,  and  all  converging  to  Portland  as  a  center,  her 
pn^fress  will  be  vastly  accelerated,  and  the  time  is  not  far  distant 
when  she  will  rival  Boston  as  a  market. 

A  line  of  railway  therefore,  which  is  to  connect  the  richest  agri- 
cultuml  portion  of  the  State,  with  its  commercial  capital  by  the 
shortest  and  most  direct  route,  it  appears  if  economically  built,  must 
prove  remunerative  as  an  investment  and  add  largely  to  the  wealth 
and  f  .osperity  of  the  community  in  which  it  is  located. 

Il  vill  be  perceived  by  reference  to  the  annexed  map,  that  the 
Porthmd  and  Montreal  road  has  a  general  Northerly  course  to  a 
point  27  miles  from  Portland  where  it  bends  Westerly.  It  is  at  this 
point  that  the  Androscoggin  and  Kennebec  road  diverges  from  the 
former  and  bears  Northeast,  crossing  the  Androscoggin  River  at 
Lewiston,  it  passes  through  the  north  easterly  comer  of  Leeds^ 
where  an  unusually  feasible  and  direct  route  offers  itself  for  a  road 
which  may  penetrate  the  interior  in  a  northerly  direction.  The 
deviation  of  the  two  roads,  forming  the  line  to  this  point,  from  a 
general  northerly  course,  is  so  slight  as  to  form  no  material  objec- 
tion, even  though  the  original  object  had  been  to  reach  the  south 
easterly  com  sr  of  the  County  of  Franklin,  by  the  most  direct  route 
from  Portland. 

Starting  with  this  advantage,  your  road  follows  up  the  Andros- 
coggin valley  to  a  point  which  effectually  secures  to  it,  the  trade  of 
a  number  of  towns  on  each  side  of  the  river  above,  which  are  too 
remote  from  the  Montreal  road,  or  the  Buckfield  Branch  to  be  es- 
sentially accommodated  by  it. 

While  it  accomplishes  this  desirable  object,  it  also  approaches 
sufikiendy  near  to  that  rich  and  fertile  section  of  country  lying  to 
the  north  of  the  Androscoggin  vaUey,  to  secure  a  large  and  valua- 
ble portion  of  its  trade.  This  result  is  obtained  by  the  constroction 
of  only  20  miles  of  road  at  the  low  average  cost  of  $9,675  per  mile. 


18 


ENGINEER'S    REPORT. 


By  the  extension  of  your  road,  you  would  of  course  bring  a  larger 
extent  of  country  within  its  influence,  and  add  largely  to  your  trade. 
With  a  proper  location  for  this  extension,  there  appears  to  be  no 
doubt  that  the  whole  of  the  valuable  trade  of  the  upper  Kennebec, 
and  the  adjacent  country  is  within  your  reach.  With  a  full  knowl- 
edge of  the  extent  and  value  of  thia  trade  and  the  superior  facilities 
for  the  construction  of  a  road,  which  shall  penetrate  to  the  very 
heart  of  this  rich  district,  no  one  can  doubt  the  importance  of  your 
work,  or  the  value  of  its  stock  as  an  investment. 

The  prospective  advantages  resulting  from  the  probable  extension 
of  settlements  and  improvcjncnts  up  the  Kennebec  valley,  and  of  its 
becoming  at  an  early  day  a  still  more  important  thoroughfare, 
should  also  be  borne  in  mind. 

The  Kennebec  and  its  tributaries  drain  a  section  of  country  equal 
in  extent  to  two  thirds  of  the  State  of  Massachusetts,  and  the  nat- 
ural channel  or  outlet  for  the  trade  of  this  extensive  district,  is 
through  the  valley  of  this  river,  to  the  nearest  line  of  railway  which 
shall  connect  it  by  the  most  direct  route,  with  the  chief  market  of 

the  State. 

That  your  road  with  its  present  terminus  will  draw  largely  on 
this  trade,  and  that  its  position  is  such,  that  its  future  extension  will 
control  and  receive  the  whole  of  this  trade,  if  its  manifest  advan- 
tages are  early  improved,  does  not  admit  of  a  doubt. 

A  reference  to  the  map  accompanying  this  report,  will  more 

.     plainly  illustrate  the  question,  than  any  thing  that  can  be  written 

on  the  subject,  and  shows  most  conclusively,  the  advantages  of  your 

•  road  as  a  channel  of  communication  through  which  this  trade  may 

reach  Portland,  and  if  desirable,  Boston  or  any  portion  of  New 

England. 

The  following  tabular  statement  shows  the  population,  valuation 
and  productions,  according  to  the  last  census  of  the  towns  which 
will  contribute  to  the  trade  of  your  road. 


? 

•I 
f 


5 
i 


I 


H 
o 


I 

2. 
t 


ing  a  larger 
your  trade, 
irs  to  be  no 
r  Kennebec, 
,  full  knowl- 
ior  facilities 
to  the  very 
ince  of  your 

lie  extension 
■y,  and  of  its 
horoughfare, 

ountry  equal 
and  the  nat- 
ire  district,  is 
lilway  which 
ef  market  of 

w  largely  on 
extension  will 
nifest  advan- 

rt,  will  more 
:an  be  written 
itages  of  your 
his  trade  may 
irtion  of  New 

tion,  valuation 
towns  which 


ENGINEER'S  RETORT. 


19 


ft » 


»  s 


1?  '^ 


5  =>  !» 
°  •   3 


n  s  a  0  L 


1 


? 


s'i 


iiliisrHiSrisiiL^iririis|is||ii__ll^ 


UmCAQOI    IO^UUOCAVI    1^-1  I     I     I 


»oii  >»l  uuikuiexi  » 


■•9Joig  JO  'OK 


S-l    WM>-»WI     IMlfr>-MI    Ul 


-Ul    Ci9l    ^'■-'^'liifc^^l    C^ 


,  „«-     ||''I1IKWD-«>K 


,—  I  *u,*o>l   Oil   "•*'  >*•'   -«*M»M1<(KIM.-01»»mI 


S  I  C9  u  e  ^ 

g/wlM.I-M>l"-l     IM-I»I-MI     INI     II     l.*ll»l*»l 


•IIIW  «»B"OK 


i-a9|j«uuux  "ON 


1 

t^  tc  tn  —  ;e  (0  k^  i«  OE) j^ji-J 

lO       wfSw. 


2     g 


to 


12. 


'2. 


§2.1 


Ci»M^  H«tbCi3k-'MI'ai-->Nrf 


&  o  e 
5  -»D 


giiS3.§s5sis^Sns!!5lsis:i!gS53lgS*E 


S  o  2 
5  -.o 


>~      >Si-i      _ 


42.P 


§  IslSSSsifeSSsl^sSsssslaS^S^Siiiat 


B  -«0 


3 


90 


RNGINERR'S  RRFORT. 


From  the  preceding  tabular  statement,  it  appears  that  the  towns 
whose  trade  will  pass  over  your  road,  contain  over  36,000  inhabi- 
itants. 

Thi»  population  will  rely  solely  on  your  road  as  the  most  natural 
and  economical  channel  through  which  they  will  receive  their  sup- 
plies, and  forward  their  productions  to  market.  There  is  also  a 
krge  population  in  the  city  of  Portland  and  the  intermediate  coun- 
try, amounting  probably  to  46,000  inhabitants,  who  will  also  con- 
tribute more  or  less  to  its  business. 

There  is  a  large  amount  of  travel  at  the  present  time  to  and  from 
this  section  of  country.  There  are  lines  of  stages  running  south- 
erly from  Phillips,  New  Portland,  Anson,  Farmington,  Wilton  and 
Dixfield. 

Probacy  the  annual  travel  in  private  conveyances  is  eqoal  to  that 
in  the  stages.  With  the  more  rapid  and  direct  communication  af> 
forded  by  your  road,  these  lines  will  be  concentrated  iqwnitand 
new  lines  extendied  farther  into  the  interior  in  different  directions, 
vrhich  will  draw  to  it  a  large  amount  of  travel. 

The  freight  business  of  your  road,  will  compare  favorably  with 
that  of  other  roads  in  this  State,  now  in  operation.  It  extends  into 
one  of  the  richest  and  most  fertile  agricultural  districts  in  the 
Stalcv  and  although  it  is  at  present  in  a  high  state  of  cultivation, 
the  opening  of  a  cheap  and  expeditious  communication  will  more 
fully  develop  its  resources.  Manufactures  and  variotn  branches  of 
industry  will  receive  an  impetus,  and  new  sources  of  wealth  and 
trade  will  be  opened. 

The  roads  with  which  yours  is  connected,  carry  a  large  number 
of  cattle  and  other  animals  to  market.  This  will  constitute  an  im- 
portant branch  of  your  freight  business. 

It  is  estimated  by  competent  judges  that  there  are  annually  driven 
or  slaughtered  and  transported  to  market  from  Franklin  County,  9,000 
cattle  and  26,000  sheep  and  swine.  That  the  value  of  articles  an* 
Bually  manufactured  in  this  county,  is  three  hundred  thousand 


ENGINEER'S    REPORT. 


21 


It  the  towiM 
,000  inhabi- 

most  natural 
re  their  sup- 
«  is  also  a 
ediate  coun* 
ill  also  con- 
to  and  from 
lining  south- 
Wilton  and 

eqoaltothat 

onication  af> 

vtpan  it  and 

it  directions, 

irombly  with 
extends  into 
ricts  in  the 
r  cultivation, 
n  will  more 
r  branches  of 
r  wealth  and 

urge  nilmber 
ititute  an  im- 

nually  driven 
[!ounty,  9,000 
f  articles  an* 
:ed  thousand 


ioWnn,  and  that  the  estimated  amount  of  merchandise  trans- 
ported at  the  present  time  to  and  from  tide  water,  is  upwards  of 
9,000  tons.  From  other  towns  in  Oxford  and  Kennebec  counties, 
there  will  be  a  large  amount  of  freight,  which  will  find  iu  way  to 
and  from  market  over  your  road. 

To  and  from  the  town  of  Wayne  alone  there  are  several  thousand 
tons  of  freight  now  transported  annually.  A  Urge  portion  of  this  is 
for  the  Wayne  scythe  manufactory,  which  is  probably  the  most  ex- 
tensive establishment  of  the  kind  in  the  United  States.  This  busi- 
ness will  probably  mostly  pass  over  your  road. 

In  the  town  of  Leeds,  there  is  found  a  very  superior  quality  of 
granite,  large  quantities  of  which  have  been  transported  by  teams 
to  the  junction  of  your  road  with  the  Androscoggin  and  Kennebec 
road,  and  thence  by  the  latter  to  Lewiston,  where  it  is  used  in  the 
erection  of  the  large  manufacturing  buildinga  now  in  progress  at 
that  place.  As  soon  as  your  road  is  in  operktion,  this  granite  when 
forwarded  to  market,  wiU  all  pass  over  it,  wherever  its  destination 
may  be,  and  will  form  an  important  item  of  trade. 

Some  descriptions  of  grain,  potatoes  and  hay,  will  be  forwarded 
to  market  on  your  road,  and  in  return,  flour,  salt,  lime,  fish  and 
other  articles  of  merchandise  will  reach  the  consumers  through  the 
same  channel. 

Among  other  items  of  trade,  may  be  noticed  those  of  fire  wood, 
ship  timber  and  lumber.  These  articles  are  often  transported  great 
distances  on  rail  reads,  and  fire  wood  is  now  canied  a  distance  of 
over  70  miles  over  railways,  to  the  city  of  Portland.  The  great 
abundance  of  these  articles  in  the  towns  tributary  to  your  road,  and 
the  superior  facilities  which  you  can  offer  for  cheap  transportation, 
will  ensure  a  large  amount  of  this  descriptbn  of  freight. 

An  immense  quantity  of  lumber  in  logs,  annuaUy  goes  down  the 
Androscoggin  River.  This  manner  of  transportinglumber  to  marie- 
et  is  attended  with  great  losses  and  a  considerable  deterioration  m 
value.    In  addition  to  this,  there  is  great  embarrassment  and  let» 


iwmmmmm^M 


23 


W 


r.NUIISKKR'tl    III  l>UK'r, 


nimtuinvd  from  llio  time  eonRUiiied  in  traii!4|K>rtiii|;thc  litnlwrtomBrk' 
et.  Two  years  ure  iimmlly  coiiMiimed  before  rettirna  ore  made  for 
|iiiid)er  forwarded  to  iimrkot  by  the  river  nnd  Bomctinies  a  (freuter 
length  of  time  cliiiweN  bi-foro  the  money  in  realized  for  it.  With 
railway  communication,  lumbi-r  will  bv  muniifuctured  in  tho  interior 
and  forwarded  expeditiounly  to  market,  in  the  l)ent  condition,  thui 
not  only  avoiding  Ionspk,  but  enhancing  the  value  materially  ivbove 
the  ordinary  mode  of  truuMportntion,  and  realizing  this  increased 
value  immediately. 

The  total  amount  of  freight,  estimated  for  all  the  towns  embraced 
in  the  tabular  statement,  as  deduced  from  census  returns  and  other 
reliable  sources,  is  14,000  tons.  In  estimating  the  revenue  to  be 
derived  from  the  business  of  your  road,  it  would  perhops  be  more 
satisfactory,  ond  safe  to  compare  it  with  a  corresponding  length  of 
road  under  similar  circumstances. 

That  portion  of  the  Portland  and  Montreal  Rail  Road  extending 
from  the  Danville  junction  to  Paris  station,  its  present  terminus,  is 
the  same  length  as  your  road. 

The  character  of  the  country  through  which  it  passes,  is  similar, 
yet  not  in  that  advanced  state  of  cultivation.  The  country  beyond 
its  terminus  embraced  in  a  circuit  of  20  miles,  is  generally  far  be- 
low, in  point  of  fertility  and  cultivation,  that  of  Franklin  county 
which  is  to  become  one  of  the  principal  sources  of  trade  for  your 
road.  If  we  extend  our  comparison  of  the  country  contributing  to- 
the  trade  of  the  Montreal  road,  so  far  as  to  include  the  Androscog- 
gin valley  above  Bethel,  and  the  Connecticut  valley  above  Lancas- 
ter, we  should  embrace  a  larger  extent  of  fertile  cultivated  country 
than  is  at  present  drawn  to  the  support  of  your  road,  yet  the  popu- 
lation is  about  the  same,  and  the  distance  to  be  travelled  by  this 
population  to  reach  that  road,  is  more  than  double  that  to  be  trav- 
elled by  the  same  number  of  inhabitants  to  reach  your  road.  With 
the  present  terminus  of  the  Montreal  road,  there  is  a  large  amount 
of  trade  and  travel  from  this  population  which  is  beyond  its  influ- 
ence, and  which  now  passes  down  the  Coimecticut  valley,  but  will 
soon  be  secured  to  that  road  by  its  extension. 

We  have  made  these  observations  with  a  view  to  show  that  al- 
though the  Montreal  road  is  at  present  doing  a  very  large  business, 
yet  when  it  shall  have  been  extended  further  into  the  interior  there 
will  be  a  vast  increase  in  its  local  trade  from  the  population  which 
now  contributes  indirectly  to  its  support,  and  also  to  slww  that  if  we 


lertnmnrk' 
B  mBtle  lor 
!8  a  greater 
rit.  With 
thu  interior 
lition,  thuR 
ially  Rbov« 
I  increased 

i>  embraced 
I  and  other 
enue  to  be 
ps  be  more 
jf  length  of 

1  extending 
erminus,  is 

is  similar, 
try  beyond 
ally  far  be- 
lin  county 
e  for  your 
ributing  tO' 
A.ndroscog- 
ve  Lancas- 
«d  country 
t  the  popu- 
ed  by  this 

to  be  trav- 
lad.  With 
rge  amount 
id  its  influ- 
jy,  but  will 

ow  that  al- 
|[e  business, 
terior  there 
ition  which 
V  that  if  we 


ii!) 


I.NUINEKR'8    KKI-ORT. 


take  the  trado  of  th.'   upi^T  division  of  that  ro..d.  n..d  the  \10V^x\l^' 
tion  whicli  niake.  up  it.  trndr..  m  the  U.in  of  m  »..tinmtc  of  reve- 
„ue  fron.  nearly  the  nmnv  in.pv.lntinn.  but  under  nuh-r  more  favor- 
able  circnn^taiuTH  on  your  road,  that  it  would  apjK-ar  enlirelv  .ale. 
Our  alUi«io.i  to  th.'  above  mentioned  r<w»d,  is  s(r(/j)ly  with  reff 
ence  to  the  loral  or  way  tnulc  for  the  upiK-r  division,  whuh  m  many 
re«iv.cts  resembles  your.,  hut  it  i.  prop..r  to  re,     rk  that  wl.en  that 
rondnhall  have  been  completed,  and  its  n.nneotion.  formed,  there 
will  Bcarrelv  »h.  a  roa.l  in  the  Uni<.n,  whi.h  will  exceed  it  m  the 
magnitude  "of  itn  rem,lt«.     Comparing  the  present  husmes*.  on  the 
upVr  diviHioa  of  that  road  with  the  nu,nlH.r  of  inhabitant.,  we  hnd 
that  the  p.»«sengerH  eanied.  reduced  to  through  passengern,  are  more 
than  equal  to  the  population.     That  the  freight  tmn.ported  ,«  equal 
to  half  a  ton  to  each  inhabitant.    This  in  the  most  unfavornbh..  view 
of  the  oa.e.  from  the  fact  that  the  whole  population   is  embraced, 
while  the  road  with  its  present  tern.inus  does  not  secure  all  the  bu- 
siness from  this  population,  which  its  extension  is  sure  to  accomp- 
lish      Your  road  probably  can  never  have  a  successfully  co.npetmg 
line,  if  conti..ued  on  a  judicious  location,  and  therefore  the  whole 
trade  of  its  population  can  be  relied  on. 

I  know  of  no  reason  why  the  same  proportion  of  business  to  pop- 
ulation, should  not  be  expected  on  your  road.  The  character  and 
productions  of  the  country,  and  the  number  and  pursuits  of  the  in- 
habitants,  are  nearly  the  same.  This  proportion  would  give  not 
less  than  30,000  through  passengers  and  over  18,000  tons  of  Ireight 
for  your  road  annually.  In  order  however,  not  to  over  estimate  the 
business  of  your  road,  we  will  place  the  number  of  passengers  at 
20,000  and  the  freight  at  12,000  tons  annually,  which  is  very  con- 
siderably  below  the  actual  business  on  the  upper  division  of  the 
Portland  and  Montreal  rood  from  a  less  population. 

Witli  this  data,  the  revenue  of  your  road  will  be  nearly  as  fol- 
lows;—  gj2  000 
20,000  passengers  at  60  cents,        -            ■            '  ir'aaa 
12,000  Tons  freight  at  «1,25  per  ton,       -            -  i»."W 

Mail,  •  ■  ■  '  •  * 


Total,  -  •  *    * 

Deduct  for  expenses,  46  per  cent., 


$29,000 
13,000 


.,     „  .  .  .        •        •16,000 

Net  Revenue,  •  •  ,  ,  ,   ,  ,, 

which  is  over  7  per  cent  on  $220,000,  the  cost  of  the  road,  fully 

equipped. 


ENGINCER'a  REPORT. 


34 


I  h.  ve  deducted  45  per  cent  of  the  gross  receipts  for  expenses, 
which  i.  a  larger  per  centage  than  is  required  on  the  Portland  and 
Montreal  Road,  and  others  in  this  vicinity. 

On  the  lattfer,  the  expenses  for  the  year  1860,  amounted  to  41 
per  cent  of  the  receipts,  and  on  the  Portland,  Saco  and  Portsmouth 
Road,  for  several  years  past,  the  expenses  have  ranged  from  36  to 
40  percent  of  the  receipts.  It  is  believed  therefore,  that  the  ex- 
penses of  operating  your  road,  if  judiciously  managed,  will  not  ex- 
eeed  the  sum  named. 

Relative  to  the  amount  of  busmess  which  is  estimated  to  pi^ 
over  it,  I  may  remark  that  it  is  possible  that  it  may  not  reach  the 
amount  for  the  first  year  or  two,  but  there  can  be  little  doubt  of  its 
finally  exceeding  the  preceding  estimate. 

The  exceedingly  low  cost  of  your  road,  and  its&vorable  position, 
are  considemtions  which  entitle  it  to  much  confidence,  and  appeax  to 
leave  no  room  to  doubt  its  success. 

The  business  of  the  section  of  the  State  which  it  is  designed  to 
accommodate,  will  doubtless  soon  require  its  extension.  Certain  it 
is,  duit  there  is  no  natural  obstacle  of  a  serious  character,  in  the 
way  of  such  extemion,  but  on  the  contrary,  the  shape  of  the  ground 
and  the  course  of  the  streams,  greatly  bcililate  the  undertaking. 
This  may  be  accomplished  at  about  the  same  cost  per  mile  as  that 
pr:tion  now  in  progress,  and  if  jvMeunuly  located,  will  place  your 
toad  in  a  position  to  command  die  whole  trade  of  the  Upper  Ken- 
n(6bec  and  its  tributaries. 

On  careful  consideration  of  the  subject,  widi  the  knowledge  and 
experience  I  have  in  such  matters,  I  am  entirely  satisfied  that  your 
Toad,  if  built  and  extended  as  proposed,  will  not  only  be  a  good 
paying  road  to  the  stockholders,  but  next  to  the  Atlantic  and  St. 
Lawrence  road,  it  is  the  enterprize  which  ought  to  command  the  at> 
tention  and  patronage  of  the  business  men  and  capitalists  of  Port- 
land. 

I  have  the  honor  to  be 

Qentlemen, 
Your  obedient  servant, 
I  A.  C.  MORTON. 

C'oMvllmg  JBngtneer. 


*mfr: 


for  expenses, 
Portland  and 

nounted  to  41 
d  Portsmouth 
»d  from  36  to 
,  that  the  ex- 
d,  will  not  ex* 


mated  to  fiSaa 
not  reach  the 
e  doubt  of  its 

irable  position, 
,andaiqpearto 

is  designed  to 
1.  Certain  it 
iracter,  in  the 
s  of  the  ground 
i  undertaking. 
■  mile  as  that 
ill  place  your 
I  Upper  Ken- 

nowledge  and 
ified  that  your 
Jy  be  a  good 
luitic  and  St. 
mmandtheat* 
alists  of  Port- 


ON, 

g  Engineer. 


•^•i&fr- 


*••! 


